Cuomo’s Sheridan Expressway Plan Is Not What the South Bronx Asked For

The option that the state DOT is pushing for the Sheridan project "bypassed everything" that local advocates wanted from the highway removal.

Meet the new Sheridan "Boulevard." As envisioned by New York State DOT, it's not much different than today's Sheridan Expressway. Image: State DOT
Meet the new Sheridan "Boulevard." As envisioned by New York State DOT, it's not much different than today's Sheridan Expressway. Image: State DOT

South Bronx advocates are raising the alarm about the Cuomo administration’s plans for the Sheridan Expressway, saying the state DOT is rushing ahead with a project that ignores years of advocacy for safer neighborhood streets with less truck traffic.

The Sheridan project, which also involves reconfiguring portions of the Bruckner Expressway, is supposed to give South Bronx residents better access to the Bronx River and get truck traffic off neighborhood streets. Instead, the state DOT is planning to maintain the Sheridan as a highway-like truck route and place a new highway ramp along the Bronx River waterfront and over parkland and local streets. The project is on the fast track, warn local environmental justice groups, who want more time to assess and shape the plan.

The DOT is approaching the Sheridan project as two components. One piece, converting the Sheridan from a limited-access highway into a surface street, is relatively simple and inexpensive. It’s currently budgeted at $97 million.

The other piece, known as the “Hunts Point Interstate Access Improvement Project,” involves reconfiguring a stretch of the Bruckner Expressway so ramps connect directly to the massive Hunts Point Market food distribution center. That is where the bulk of the work and expense lie, with DOT estimating the cost at $1.7 billion or higher.

Advocates have flagged problems with both components. The DOT’s design for the Sheridan piece is still very much like a highway, maintaining the same number of travel lanes as the current road.

Meanwhile, the state’s preferred option for the Bruckner won’t deliver the reductions in truck traffic on surface streets that neighborhood residents want. Under consideration are two proposals, one that would build new ramps from the Bruckner Expressway onto Leggett Avenue and from the Bruckner-Sheridan interchange via Edgewater Road, and another that would place the ramps at Leggett Avenue and Oak Point Avenue [PDF].

One version of the state DOT's plan would construct a highway ramp over part of Concrete Plant Park.
One version of the state DOT’s plan would construct a highway ramp over part of Concrete Plant Park.

The $1.7 billion Edgewater ramp proposal would essentially put a new elevated highway segment over Concrete Plant Park, connecting to Edgewater Road, which runs directly adjacent to the river and Hunts Point Riverside Park. The Oak Point Avenue plan, on the other hand, steers trucks away from the riverfront entirely. But it costs $2.6 billion (if you believe the state DOT estimates), largely because it would involve a full reconstruction and widening of the Bruckner from the Bronx River to the Bronx River Parkway.

A 2013 city study recommended the Oak Point Avenue option, saying it would lead more truck traffic to stay on the Bruckner and avoid the Sheridan surface road. What’s more, the city’s recommendations did not involve the expensive Bruckner widening in the state DOT’s proposal. The cost estimate would likely be much lower without that.

While the Cuomo administration is ostensibly considering both options, the Edgewater Road version, which the DOT first put forward in 2003, is clearly the state’s preference. When Cuomo announced the project in March, the state treated the Edgewater option as a foregone conclusion.

After almost two decades of campaigning to remove the Sheridan, advocates are not about to accept what the state DOT is offering. “We are disappointed in that the plan omitted everything the community had inputted to the plan,” said Maria Torres, executive director of the Point CDC, which has advocated for the Sheridan teardown. “People spent a lot of time, many years, coming up with other alternatives for the Sheridan and it felt like this plan went backwards, it went back to the first scheme and bypassed everything the community has said.”

State DOT now appears to be in a hurry to get the project done, aiming to complete its initial assessment of the two concepts by September. The first and only public scoping meeting, held on Tuesday, was announced one week earlier, leaving little time for South Bronx environmental justice groups to organize for it. During the event itself, there was no public discussion or question-and-answer session. Attendees were invited to submit their comments in writing or dictate them to a stenographer.

The South Bronx River Watershed Alliance, the coalition of local environmental justice groups that pushed for the Sheridan’s decommission for decades, wants more time — at least a four-month comment period.

For South Bronx residents, the future of their neighborhoods is at stake. Naseem Haamid, a leader at SBRWA coalition member Youth Ministries for Peace and Justice, graduated earlier this month from Fannie Lou Hamer Freedom High School, at West Farms Road and Jennings Street just next to the Sheridan. To get to school each day, Haamid had to cross the Bronx River and the expressway from his home on Bronx River Avenue in Soundview.

“I would walk to school, I would see all the trucks coming off the Sheridan Expressway into local streets,” he said. “I [found] myself walking to school holding my breath or putting my shirt over my nose because the smell is terrible.”

You can submit comments on the Hunts Point access proposals via email to, or by snail mail to the NYSDOT Hunts Point Project Team at 47-40 21st Street, Long Island City, NY 11101.

  • Elizabeth F

    Uhh… where’s the bike path?

  • Larry Littlefield

    I’d have to see the diagrams to have an informed opinion, but the Bruckner would have to be rebuilt. The way it is designed the Sheridan is the main route from the Bruckner west of the river, and the rest of the Bruckner is an exit. That doesn’t work now, and would work even less without the Sheridan.

  • Vooch

    remove the atrocity and restore the pre-existing street grid


  • Everything I stated the last time this came up still applies, so here’s my comment from an earlier Streetsblog post on the subject:

    [According to the NYS Traffic Data Viewer (2015 data), the Sheridan’s average daily traffic count was roughly 35,000 vehicles; the counts for the adjacent West Farms Rd and Edgewater Rd are each under 6,000.

    The State’s initial plan calls for a combined 10-lane albatross, where a maximum of 6 would suffice (if even that; I think you can get away with 4 there).]

  • acerttr250

    Whatever it takes to push cars into minority areas…..

  • Vooch

    what did prexisting street grid look like ?

  • Did some research and it appears the old street grid wasn’t much different (though I’d imagine some streets extended to waterfront); an amusement park once existed on what is now the Sheridan ROW and Starlight Park.

  • Vooch

    so just match old grid maybe with wider
    sidewalks, PBLs, and so forth

  • Vooch

    you mean ‘removed’ I hope 🙂

  • Definitely doable. Easy to add PBLs if the Sheridan corridor is rebuilt as anything other than the State’s planned 10-lane albatross. Also, there is NO NEED WHATSOEVER for 8 lanes of traffic under the Bruckner Expwy from Hunts Point to the Deegan; plenty of room for PBLs there too.

    Of course, if I had my way, the Bruckner would be a perfect candidate for #deckthehighways!

  • Vooch

    deck the highways ?

    disagree. I’ll argue nearly all urban highways in the US should be removed and the pre-existing street grid restored.

    These atrocities should have never been built and the best solution is removal & restoration.

  • wklis

    Must not upset the motor vehicle gods!!

  • #deckthehighways and highway removal are not necessarily mutually exclusive (though the former is more about replacing surface/elevated freeways with tunnels to reconstitute streets and space above). Nevertheless, I’m not opposed to highway removal; I wouldn’t shed a tear if we got rid of the Cross-Bronx, for example (bonus points if we replaced it with a subway)!!

  • Vooch

    sell off the 1,500 acres currently blighted by the BQE and easily pay for a new subway plus lots more

  • Vooch

    4 motor lanes is more than enough

  • kevin

    Just rip it down and let the city design the replacement.

  • AnoNYC

    Please keep us updated on this. I live in the community and didn’t even know they had a meeting.

  • Long suffering motorist

    FYI, minorities have cars too.

  • Long Suffering Motorist

    But what if those “motor vehicle gods” also make the subway cars and railroad cars? Did you forget that Kawasaki and Bombardier also make motorcycles, and snowmobiles?

  • Long Suffering Motorist

    Better idea; Extend it to Pelham where it was supposed to go in the first place. You don’t think it was intended to be just the stub that it became, do you?

  • Vooch

    why reduce property values ?

  • Long Suffering Motorist

    It’s not about reducing property values, Vooch. It’s about reducing traffic and air pollution. I recently read that the New York Tri-State Area is the worst place for traffic in the country now, and we have anti-highway sentiment to thank for that. We’ve officially surpassed LOS ANGELES, and they had their share of unfinished highways too.

  • Vooch

    Property next to superhighways always see reduction in property values.

    You must be a big government socialist

  • Long Suffering Motorist

    Guess again, Vooch. I’m just a long suffering motorist (as my screen name implies) who has seen the results of stopping road improvements. The old Harlem River and Port Chester Line inherited by Amtrak and the ramp between the tunnel and the elevated portions of the IRT Pelham Line have the same impact on the neighborhood as the Sheridan Expressway, but I don’t hear you people complaining about those.

    And BTW, the Clearview Expressway goes through Bayside, and that’s not a slum. Hell, the Cross Bronx goes through Throggs Neck and Schuylerville. The last time I looked there, those neighborhoods were middle class. So much for your myth about highways reducing property values.

  • Vooch

    Bayside middle class ?


  • Long Suffering Motorist

    Oh, so you want us to believe it’s a slum? Why? Is it because of all the Koreans and Indians who own shops on Bell Boulevard? That doesn’t make it a slum, Vooch. You obviously never considered the fact that if Sheridan had been built as planned instead of being turned into a four-lane dead end highway, that it might’ve relieved some of the traffic on the Cross Bronx and Bruckner. Or that if the Clearview had been completed to JFK instead of truncated at Hillside Avenue that it might’ve made the Van Wyck less of a nightmare. Or if the Nassau, Cross Brooklyn and Williamsburg Expressways were built, you wouldn’t have so many people crowding up the Belt Parkway. BTW, those last three were never finished, and all the problems you love to blame on road improvements ended up happening anyway!

  • Vooch

    Bayside is rather prosperous. In fact anyone who can afford to own and operate a private car in NYC is on the wealthy side of the equation.

    BTW – Urban Superhighways are atrocity, they should be all removed in NYC and replaced….with the prexisting street grid. No driver wants to pay full freight for his superhighways, if they don’t wann’a pay, then these leeches should suck my tax dollars into their subsidies.